Interview with Joseph Tainter on Collapse

Archeologist Joseph Tainter’s book The Collapse of Complex Societies has done much to shape my thinking about our contemporary predictament. Issue 20 of Volume Magazine carried an interview I did with Tainter earlier this year but since the interview had to be cut down to fit the graphic design required by Volume, I thought I should post it online in its entirety.

KV: In your book you argue that civilizational collapse, as it took place in ancient societies such as the Chou Dynasty in China, the Indus Valley, Mesopotamia, and Ancient Rome is “a rapid, significant loss of an established level of sociopolitical complexity.” Could you elaborate on what you mean by complexity and why it leads to collapse?

JT: I approach complexity from the perspective of an anthropologist. In our field one of the oldest questions is how and why human societies evolved from relatively simple and undifferentiated to complex and highly differentiated. Complexity in the framework I use consists of two components: structural differentiation and organization. Structural differentiation refers to the development of new categories of social roles, institutions, information, settlements, occupations, technologies, etc. Organization is how those are constrained so that they behave to form a system. If everydone does as they please there is no organization, and structural elements cannot form a system. Organization limits and channels behavior. So increasing complexity consists of increasing differentiation of structure combined with increasing organization. With a collapse, an established level of complexity is quickly lost.

KV: So as civilizations develop, you conclude, they differentiate—for example, by creating highly specialized social roles—and build greater and greater levels of organization that require higher investment of energy to maintain. Eventually the marginal returns on investment decline and civilizations either figure out how to deal with that situation or collapse. You note that from the perspective of humans as a species and hominadae as a family, complexity is quite unusual. Most of our existence has been in small settlements or nomadic groups that have relatively little differentiation and low levels of complexity.

Today we are living in the most complex society that has ever existed, yet we’ve avoided collapse thus far. Why is that?

JT: Diminishing returns to complexity are probably inevitable, but collapse doesn’t necessarily follow. Collapses are actually not that common. There are several ways to cope with diminishing returns to complexity. One is to find energy subsidies to pay for the process. That is what we have done with fossil fuels. And it is a big part of why a future crisis in fossil fuels is the most important thing we should be worrying about.

KV: All but a few geologists suggest that a decline in fossil fuel extraction is inevitable. In 1998 Saudi Arabia’s King Abdullah said “The oil boom is over and will not return… All of us must get used to a different lifestyle.” Are we doomed?

JT: The critical point is when we reach peak oil. This is the point where 50% of recoverable reserves have been extracted. At this point, production might be kept level for a few years with heroic efforts, but soon production will start to decline. And every year after that there will be less oil available than the year before. One of the challenges with peak oil is that you know you’ve passed it only in hindsight. So there is naturally controversy about how close it is. Some analysts think we have passed it already, but the effect is masked by the economic downturn. How badly peak oil affects us depends on how quickly we bring alternative energy production systems into place. If we delay too long, the party will be over. This is a real danger. Developing new energy sources is the most important thing we can do.

KV: What about technological innovation? The spread of digital technology, the Internet, and mobile technology contributed to the economic recovery during the last fifteen years. There has been a bit of talk about innovating our way out of this recession too, for example through urban computing, green architecture, or investment in new kinds of infrastructure. Is such optimism in technological solutions warranted? Are there pitfalls to it? Are there other means by which we can avoid collapse?

JT: Short answer: It’s complicated. Long answer: Technological-innovation-as-savior is part of our cosmology. It is a fundamental part of our beliefs, so frequently we don’t think about it rationally. Relying on technological innovation to find some solution is what I call a faith-based approach to the future. There are two things about technological innovation that concern me. The first is that, like other endeavors, research grows complex and costly and can reach diminishing returns. This is covered in the Collapse book so I won’t elaborate here. The second problem is what is known as the Jevons Paradox. William Stanley Jevons, a 19th century British economist, pointed out that in the long run technological innovations aimed as at using less of a resource actually lead to even more of the resource being used. His example was coal, but the principle applies across the board. As technological innovation leads to economy in using a resource, people respond to the lower cost by using even more. I conclude from this that technological innovations can offer only short-term advantages. They quickly become outdated, then the next round of innovations may be harder to achieve.

KV: Beyond outright collapse, is it possible to have partial collapses of complexity? Given that I go to see my parents in Lithuania frequently, I am fascinated by the ruins of the Soviet Empire. This wasn’t an outright collapse, but certainly a major level of social organization was shed.

JT: The term “collapse” has, of course, many colloquial meanings, and often it is applied to the demise of political entities. For academic purposes I prefer to use it to mean a rapid, substantial loss of complexity. With the end of the Soviet Union there was certainly some reduction in complexity, coming mainly in the form of a diminishing of organizational control. But this was not comparable with the loss of complexity in western Europe at the end of the Western Roman Empire. So the end of the Soviet Union may have been like other collapses in some ways, but it was not similar in scale.

KV: Similarly, I wonder about the role complexity played in this recession. If the popular sentiment was—until quite recently—that all of our access to information turned financial decision into a very rational enterprise, this turned out to be utterly false. One of the key problems with the financial instruments such as tranches and collateralized debt obligations is that they were simply too difficult for most people, even the MBAs, to understand. Is this recession an attempt of the system to get rid of toxic complexity?

JT: Keep in mind that complexity emerges to solve problems. In regard to the economic crisis, part of the problem was insufficient complexity. Remember that complexity includes both differentiation of structure and increase in organization. The financial business had over the last few years innovated new structures—new fiscal products such as derivatives. This was not met by an increase in organization, which would have involved regulation and government oversight. The problem emerged because the financial system (involving both the private and public sectors) was not complex enough. Now it appears that the government will add the organization, but of course too late in regard to the current crisis.

KV: Yes, of course, you’re right. Corporations strove to create deregulated business environments and yet all that seems to have backfired.

Let me bring up one more example: I recently edited a book exploring the fate of infrastructure in Los Angeles, although it could really have been any major city in any developed country. Our conclusion was that the sort of infrastructure that we built in the early 20th century—think of Wililam Mulholland constructing the Los Angeles aqueduct to carry water down two hundred, twenty-there miles from the Owens River or the city’s freeways—is a thing of the past. As individuals became more concerned with their property values and quality of life, they also became more adept at defending them. Homeowner’s organizations, neighborhood groups, and ad hoc alliances of community residents are incredibly good at making sure that infrastructural interventions will not impact them and displace such projects or forestall their construction. At the same time, public agencies have also become keen experts at defending their turf. Infrastructure, we observed, follows a curve of diminishing returns. Adding another lane to an overcrowded city freeway, for example, would cost a tremendous amount of money—likely a billion dollars a mile—and cause massive disruption, but would only alleviate congestion for a few years. As semi-autonomous systems interfere with each other, layers of complexity form that can be very hard to get adequate returns from.

JT: Public involvement in governmental decision-making generates what I call an escalation dynamic. It is a like an arms race, but of course usually non-lethal. As public groups become successful at contesting government decisions, government agencies must get better at formulating and defending those decisions. This drives up costs. In the U.S. Forest Service (where I once worked and saw this process in operation) this came to be called “analysis paralysis.” Then, as the government gets better at defending decisions, public groups must themselves become better at contesting decisions. They also must raise money for lawyers and specialists. The cost of both formulating and challenging decisions is driven upward in a spiral.

Adding an extra lane to a freeway does, of course, put one in the realm of diminishing returns. But I realized long ago that such projects are not only about transportation. They are equally about politics, interest groups, and employment. The decisions will therefore not necessarily be economically rational.

KV: Modern architects believed that architecture would be able to solve society’s problems by creating more powerful systems of organization to get rid of malfunctioning, older ones. In the 1960s and 1970s, all this changed. Architects began to find ways to value complexity and congestion. In his 1966 book Complexity and Contradiction, Robert Venturi all but defined the future trajectory of the field by suggesting that complexity should be embraced by architects living in a complex culture. In other words, he called for architects to abandon the modernist idea of forcing a simple building to hold a complex program and complicated physical plant. Instead, Venturi advocated complex buildings that would acknowledge the contradictions inherent in highly organized life to the extent that they even anticipated their own failures. Meanwhile in his 1978 Delirious New York, Rem Koolhaas suggested that congestion was what made cities vital. If these books animated much of architectural thought into the last decade,

it strikes me that we are now in a time of over-complexity and over-congestion, a period in which complexity is getting away from us. Whether its trying to get a new subway built in New York, a high speed rail line built between San Francisco and Los Angeles, managing my insurance policy or just getting my universal remote to work, the levels of complexity we’ve built appear to be spiraling out of control. And then of course there’s peak oil looming. It’s not clear to me what we do in such a situation. Do you have any thoughts on this?

JT: Congestion does not necessarily equal complexity (in my conception). Congestion may mean a lack of complexity (insufficient organization). The irony of complexity is that it simplifies. That is, elaboration of structure and organization simplifies and channels behavior. Isn’t this was Le Corbusier was trying to accomplish? Le Corbusier wanted to design complex systems—systems that were highly structured and organized. The trouble is that in the human realm you can’t design a truly complex system from the top down. The Soviets tried that, as did the Brazilians with Brasilia.

A few years ago I was asked to talk at TTI Vanguard, a group that sponsors quarterly workshops on cutting-edge issues in information technology. The topic was “The Challenge of Complexity.” The first talk was by a computer professor at UCLA who was originally from New York. He used Holland Tunnel to illustrate network congestion, implying that it had a problem of complexity. When a stoplight was added at Holland Tunnel, traffic throughput improved. When it came my turn to talk I pointed out that the problem of Holland Tunnel was insufficient complexity—that is, insufficient organization. The stoplight increased organization, simplyfying the system and making it function better.

KV: I was struck by how in Collapse you suggest that collapse was actually preferable for many of the people who experienced it.

JT: Western European peasants saw their taxes drop and probably saw more of their children survive. But times became more violent and less certain. In the Maya area, perhaps 1,000,000 people died around the time of the Maya collapse. It’s a matter of perspective. For those who survive, life may be better. But usually it is not better for the elites.

KV: How do we survive this period of diminishing returns and crisis? As a civilization and as individuals? How do we live with crisis?

JT: I am often asked questions like this, and I am less optimistic now that I once was. Certainly we need new energy sources or the future will be very unpleasant. But new energy creates its own problems, which in time we will have to address. We can foresee this with nuclear energy and its waste. Even so-called “green” energy sources will be environmentally damaging. All of our adaptations are short term. They solve immediate problems but set the stage for future problems. Eric Sevareid once said “The chief source of problems is solutions.” He was right, but that does not mean that we forego solutions. I like to use an athletic metaphor to think about sustainability. It is possible to lose—to become unsustainable and collapse. But the converse does not hold. There is no point at which we have “won”—become sustainable forever. Success consists of staying in the game.

Lights out in London

As the summer wears on, it seems like we’ve put all the craziness of earlier this year behind us. Critics are no longer proposing OMA-designed windmills for Marina del Rey. Good thing. It’s time to look carefully at the lessons of the Infrastructural City and think about its conclusions since, well, they aren’t pretty.

Make no mistake, there is no happy ending in the Infrastructural City, no easy recipe for fixing our infrastructural ills. This has puzzled a generation of critics, who’ve seen the book as Marxist, or overly cynical* or confusing. The problem for them is that they grew up in the last decade, in an era where there was always a technological innovation around the corner. But that innovation is about to run aground in a vicious tangle of Actor-Network-Theory.

To be clear, this isn’t a golden opportunity for designers. It’s a crisis that we haven’t seen since the 1980s and its not just in the Los Angeles. The same forces of NIMBYist political stalemate and neoliberalist deregulation that are undoing the Southwest can be found worldwide. How about daily sub-Saharan-Africa-style power shortages in the UK within an decade or two? The Economist has more here.

Meanwhile, the New York Times marks the sixth anniversary of the 2003 New York City blackout with a photo essay. Maybe we’ll have a chance to see more of this in our new bad future.

*Which doesn’t make sense to me. I hold Peter Sloterdijk’s opinion of cynicism, which is knowing that what you are doing is wrong but doing it anyway. Thus, most architecture and most architecture criticism is cynical. Most green projects are cynical. Whole Foods is cynical. How is raising the alarm cynical?

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On the Death of the Suburbs

Previously I’ve questioned the continuing attacks on the suburbs from urban boosters and academics. Most of that sort of writing is self-justifying nonsense, but there is a way in which suburbs—at least some suburbs—could falter, and I watch it in action most days that I go into the city. The transportation links between the city and its periphery could fail. 

I haven’t run any numbers, but I find that almost every night the trains to Jersey have another delay of at least a half hour. Much of the time the morning trains do as well. Usually these are systemic delays that affect not only my train, but half, if not all, of the trains heading in and out of the city via Penn Station. When I miss dinner at home with the kids because of train delays, I can’t help but curse New Jersey transit out loud.

Given these delays, I’ve given up on trains in and out of Penn Station for the moment. The delays are generally the product of an unpleasant relationship between the regional transit authority and Amtrak, which owns the tunnels. The latter gets priority for its trains and doesn’t do enough maintenance on switches that are endlessly breaking. When I take the PATH trains out of the city to Hoboken and then take NJTransit back, I’m usually better off. The bus is also a safe route although given the recent rains, traffic jams have been more common too (as I write this, I received an alert that the bus lane into the city has stalled). 

Still, if these other routes go down (and smoke in the tunnels seems like a common problem on the PATH trains—deteriorating cables?) and if the subways continue their decline, drawing out my commute within the city, I might question my decision to live in the suburbs and I’m sure I wouldn’t be the only one. 

Technology has made commuting easier in the New York City area. Whether its traffic via Sirius radio or google maps in my car or Clever Commute alerts via twitter or e-mail, I have a decent chance of avoiding trouble going in and out of the city if I check ahead.

L. A. was worse. When I taught at SCI_Arc and did research at USC’s Annenberg Center for Communication, I’d be faced by massive traffic jams bringing not only the freeways but also the surface streets to a complete halt. L. A. was worse partly because of its reliance on the automobile but mainly due to preposterously low property taxes that led to chronic underinvestment.

The New York and New Jersey area is a little better off: taxes are high here although investment in infrastructure is still too low. Officials broke ground on a new tunnel under the Hudson River this month. It’ll take eight years to build, but I suppose I’m likely to still be here to enjoy it.

But the delays in and out of the city inspired me to think about the effects of this on the suburbs. It might not be pretty. If infrastructure continues its downward spiral (and money runs out to build that tunnel or delays make it take two decades) one hour commutes become 90 minute commutes, many individuals will move, causing a collapse of property values in the suburbs, particularly the more distant ones. Suburbs near urban cores and urban cores would increase in value. On the other hand, don’t overestimate the damage this will do to the city either. People tied to their homes will hunt for jobs outside the city and the jobs will follow. After all, as executives moved to places like Westchester and Connecticut in the 1960s and 1970s, corporate headquarters followed.

For all the talk about suburbs as "urban parasites," scholars have demonstrated that suburbs and city cores are now inextricably linked. If anything, such infrastructural collapse would lead to further growth in the distant suburbs and in exurbia (I, for one, would think about bugging out to Vermont before everyone else does). It’s very much in the interest of urban and suburban leaders to work together to find solutions.  

 

 

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Infrastructure and Government

Yesterday’s issue of the New York Times Magazine dedicated yesterday’s "Architecture" issue to Infrastructure. At the very least, do check out Tom Vanderbilt’s piece on data centers to read about this emerging form of telecommunications infrastructure.

Why all this attention to infrastructure? If you look at the history of the term, it was used infrequently until the 1980s when it gained currency as a result of America In Ruins: The Decaying Infrastructure, a call for change in policy that received nationwide attention in the press. Alas, it largely fell on deaf ears: politicians interested in downsizing had little interest in more infrastructural spending.

If infrastructure is getting attention because it is in dire need of repair, then that’s largely a good thing. On the other hand, there may be another reason, outlined by Eric Janszen in "The Next Bubble: Priming the Markets for Tomorrow’s Big Crash" over at Harper’s Magazine last year. Janszen persuasively makes the case for how capitalism has been reduced to a bubble economy and how infrastructure is going to be the next bubble. 

Is architecture doomed to another bubble? Will the nearly impossible complexity of constructing new forms of infrastructure keep this bubble from forming? Or is are we going to boldly head toward a WPA 2.0? Time will tell. I’m not placing any bets on the latter. 

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Trouble in the Infrastructural State

 

Remember Christopher Hawthorne’s bizarrely off-kilter review of the Infrastructural City in the LA Times? Hawthorne thought we missed the mark when we suggested that a rabidly self-centered politics— coupled with massive levels of complexity and skyrocketing costs—ended the era of big infrastructure in Los Angeles, leaving in its wake a dysfunctional ecosystem of jury-rigged, often-privatized infrastructures. Instead, Hawthorne took Obama at his word when he thought he would build a new WPA and pined for OMA-designed windmills of the coast of Catalina Island. But that’s the difference between many journalists and academic researchers: the former have to sell stories, the latter have to draw verifiable conclusions.
 
By now its clear that there will be no new WPA-style initiative under Obama. There will be no new Herzog and de Meuron nuclear plants rising in the Mojave, no new Zaha Hadid sewage plants in Malibu. So now its time to take stock of where Los Angeles and California are really heading and the future seems grim.  
 
Take a look at  "The Ungovernable State," a chilling account of California politics in the Economist. California is collapsing due to the very same sort of politics that we identified in the Infrastructural City. Los Angeles, and the infrastructural state of California are exacerbated conditions of neoliberal government, virtually incapacitated by the local interests, individualism, and extremism that rules politics today. 
 
It’s a different end-game from the one that Mike Davis identified in the City of Quartz: things aren’t ending with a racial bang bang but with a political stalemate, but its a bad end nonetheless. What should concern us is that if California is an exacerbated condition, its still a model for neoliberal government: New York, for example, is close behind. This was the real lesson of the Infrastructural City. Only facing up to that reality, not pining for windmills or a new WPA, is going to help.   

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Summing Up the Economic Stimulus Plan

But as signed into law by the President, the plan allocates only $48 billion to highways, rail, and mass transit. That’s a mere 6% of the Plan budget. Architects and the building sector will stand to benefit from more money allocated for improving public housing, veteran’s facilities, and federal agency buildings, but the dreams of an infrastructural stimulus for the profession are over.
Still, the administration continues to call the Plan the largest investment in infrastructure since the since the 1956 creation of the Interstate Highway System. It may be, but it runs a  distant second. The Federal-Aid Highway Act authorized the expenditure of $25 billion between 1957 and 1968. That is $188 billion in today’s dollars. Moreover it was accompanied by a gas tax that fed the system annually, raising $28.4 billion in 2006. Since then, with the drop in gas consumption that accompanied higher prices, revenue has fallen, but the point is clear: the Plan does not deliver a lot of money for infrastructure. 
In contrast, the American Society of Civil Engineers calls for $2.2 trillion of investment in infrastructure. To take a local example, New York is getting $1.25 billion for mass transit, more than any other state, but the Trans-Hudson Express Tunnel is estimated to cost $7 billion and the Second Avenue subway over $17 billion and those are only two planned projects. Instead of a vigorously rebuilt infrastructural future, we are treading water at best.  
Frustration with the Plan even led Democratic Congressman Peter DeFazio, Chair of the House Transportation subcommittee on Highways and Transit—once discussed as a possible Secretary of Transportation under Obama—to break with party lines and vote against it. For DeFazio, funding tax cuts to appease Republicans at the expense of infrastructure funding and the total elimination of funds for school construction is unacceptable.  

DeFazio blamed Larry Summers, Obama’s top economic advisor, saying he “hates infrastructure.” But its more than that too. There are structural problems with funding infrastructure today, problems that I suspect contributed to the decision to cut spending.  

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Complexity and Contradiction in the Air

In the new issue of Wired, Andrew Blum has an article entitled Air Repair about how consultants at the Mitre Corporation are rethinking the airspace above New York to alleviate congestion in the nation’s most heavily travelled airspace. It was a great delight to read and this is precisely the kind of approach that new infrastructural initiatives will need to take. Not heavy construction or expensive technological retrofit, but rather applying intelligent thinking applied to making the most of out of conditions, hacking and social engineering what we’ve already got. 

It’d be great if there could be some kind of grand science of optimizing existing infrastructure, but I suspect that there’s not going to be. There’ll be some mathematical models, sure, but more than ever, I think we’re living in an age of tactics, not strategies.    

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infrastructure, the lives of things, and stimulus

Obviously, technological optimism is common in network culture. It’s only natural: we experience technological improvements everyday. A decade ago I spent $1,500 on my first digital camera. Yesterday I gave my six-year-old daughter a digital camera for her birthday. It was smaller and handily outperformed that original camera for less than 1/15th of the cost. Last year the iPhone 3G came out. Now I’ve stopped plotting out the route to an unknown destination before I get on my way. During the last year I finally got rid of my last desktop machine in favor of a laptop which I set to automatically backup my hard drive over the wireless network whenever I am at home. Of course I’m a bit of a geek by inclination and profession, but if you’re reading this blog I’m sure you’re familiar with this rapid pace of change firsthand. 

So it’s normal to extend our technological optimism beyond the home, to the city for example. But there’s another aspect of network culture that balances out technological optimism: non-human systems have drives of their own. A relatively new branch of sociology, actor-network theory (ANT) tries to make sense of this. Here’s a quote from Ole Hanseth and Eric Montiero’s book Understanding Information Infrastructure that sums up the main point:

The term "actor network", the A and N in ANT, is not very illuminating. It is hardly obvious what the term implies. The idea, however, is fairly simple. When going about doing your business — driving your car or writing a document using a word-processor — there are a lot of things that influence how you do it. For instance, when driving a car, you are influenced by traffic regulations, prior driving experience and the car’s manoeuvring abilities, the use of a word-processor is influenced by earlier experience using it, the functionality of the word-processor and so forth. All of these factors are related or connected to how you act. You do not go about doing your business in a total vacuum but rather under the influence of a wide range of surrounding factors. The act you are carrying out and all of these influencing factors should be considered together. This is exactly what the term actor network accomplishes. An actor network, then, is the act linked together with all of its influencing factors (which again are linked), producing a network.

We all know how frustrating technology can be when by design or by accident it prevents us from doing what we wanted to. You lose your iTunes library on your drive and you can’t copy it back off your iPod or re-download it from the store, a faulty fuel sensor puts your car in limp-home mode, your remote control can’t talk to your DVD player and so on. 

By design The Infrastructural City is intended for a general audience—it’s not unacademic, but I also didn’t want to weigh it down too much with theory—and none of my authors were sociologists so I didn’t ask anyone to address ANT. But, one of the book’s chief lessons—even the main lesson—is that infrastructures themselves are actors. The Los Angeles River is not natural anymore, it’s something else entirely. We are traffic, but because we aren’t going to change our behavior, adding more lanes to freeways isn’t going to work.

Understanding human and non-human systems puts The Infrastructural City in a lineage starting with Anton Wagner’s 1935 Los Angeles: Werden, Leben and Gestalt der Zweimillionenstadt in Sudenkalifornien and extending through Banham’s 1971 Los Angeles: The Architecture of Four Ecologies. 36 years elapsed between the first two books and another 37 years passed before our book came out. For both Wagner and Banham, cities were ecologies. Wagner, sponsored by the Nazi government, saw these quite literally: the Anglo-Saxon settlers in Southern California were shaped by the landscape. If Wagner’s sponsorship and eugenic thesis are repulsive, his idea of understanding both the setting and the settlers together was ground-breaking. Building on Wagner, Banham saw the city as composed of discrete landscapes—ecologies—populated by specific clusters of individuals who gave rise to specific kinds of buildings. 

Inexorably, the man-made has become more important. But acts of human volition—building a work of quality architecture, say, or even spearheading an infrastructural initiative—are fading in favor of complex systems, actors that we have shaped but that have evolved "lives" of their own.     

These resulting "actors" have wills that can get in our way at the least opportune time. As a general rule, the more complex the system, the stronger its will. I’ll give away a further clue that I hid in our book: where possible I tried to show the traces of other infrastructural ecologies in the photographs I illustrated the essays with. Can you find the frankenpine in the opening spread of the essay on the L. A. River? As these "ecologies" or as David Fletcher calls them in his essay on the River, "freakologies" interact and network together, they become much harder to control.     

Another thesis of the book is that many of these systems are invisible and an actor doesn’t have to be visible or formed to have a will of its own. Social structures can also be actors. This is most evident today in the glaring absence of infrastructure from the economic stimulus plan. 

There are a lot of false hopes out there about the plan and I’ve been doing what I can to get the truth out, especially since the LA Times review of our book that got the story about the plan so sadly, painfully wrong. For the real story, take a look at this piece from the Boston Globe: Only 5 percent of $819b plan would go toward infrastructure.

A graphic displays the stark reality.

I quote the Globe: 

The chairman of the transportation panel’s subcommittee on highways and transit, Peter DeFazio of Oregon, became so angry about the reduction in transportation spending that he recently accused Obama’s top economic adviser, Lawrence Summers, of arguing against such funds because he "hates infrastructure."

The Globe piece observes that the Obama administration hints at future funding for infrastructure, but thus far there it has given fans of infrastructure precious little reason to believe in it.

Instead of agreeing with Peter DeFazio and pinning the blame on one nefarious individual, I’d like to suggest an actor-network-theory reason for the failure.

Political systems have a life of their own. Obama’s administration has to fulfill immediate goals like passing the bill and making it seem like the average American is getting relief. Complex infrastructure projects take decades to build, unless you are in China and after last week we know very well what cutting corners will do. For political reasons Obama doesn’t have decades to wait, so even though he gives the impression of being a strong-willed, inspirational individual who wants to up-end the political machine, he is going for the quick fix.

In other words, we’ve created political ecologies that are going to stand in the way of moves to fund infrastructure.

What to do, then? This is the subject for future posts, but I’ll suggest two things. We need to face up to address the underlying political structures that prevent infrastructural spending, no matter that it is impossible to condense these into a sound bite and we need to use advanced technologies to invent new kinds of infrastructures, augmenting existing conditions. Ubiquitous computing is already here, Mike Kuniavsky suggests. How can we use it to overcome the rising problems of life in the city? 

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Reality Check: Infrastructure Funding for NYC

The Daily News: "New York Gets Big Slice of … Stimulus Package …

What’s known is this: New York is getting more money for Medicaid relief ($12.6 billion), mass transit ($1.3 billion) and home weatherization ($403 million) than any other state. Other categories may well break New York’s way, once funding formulas are set.

"We have come of age," exulted former Mayor Ed Koch, who remembers a time not too long ago when New York’s delegation was routinely steamrolled, mostly by powerful Southern Democrats who saw New York as Sin City.

I have nothing against Medicaid relief, but this is hardly infrastructural spending in the traditional sense. Meanwhile the shovel-ready Trans-Hudson Express Tunnel (adding two new, much-needed tracks under the Hudson River) is estimated to cost over $7 billion to complete while the Second Avenue subway will be over $17 bililon. The Trans-Hudson Express is to be completed by 2017 while the Second Avenue subway will take a few more years. 

Given such lengthy timeframes and the immediacy of the crisis, is it political expediency that is driving Obama’s flight from traditional infrastructure. 

This is but a small window into the way spending is being allocated in the stimulus plan. More here if you missed it. 

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more trouble with infrastructure

This story by Mark Paul at newamerica.net makes an interesting point about investment in infrastructure. Beyond NIMBYism, bureaucratic stalemate, and a flagging s-curve, there is yet another barrier to infrastructural investment and that’s the way its financed. It’s heartbreaking to see my former hometown in L. A. obsess about light rail and subways again precisely at a point when it isn’t coming anytime soon. How we think about infrastructure needs to be completely rethought. More on that soon…developing.

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